Triumph Sports Cars

Glad to see you're making progress Kenny. Thanks for sharing with us. The 3.6 LFX looks like an excellent choice for swapping in a TR6. I have a TR 250 I'm thinking about doing the same swap. I was wondering if you have considered what type of ECU you will use.
Keep up the great work! Dan

Thank You!
I would recommend a E39 (stock ECM) from Kiesler Automation, quick turn around and lots of parts. Thats also where i got the Exhaust down pipes from. DO NOT order anything from Swap Specialties, I'll leave it at that.

Tracy Lewis Performance is the guy i plan on getting the car tuned by.
If you do decide to go this route let me know and I'll pass along all my mistakes so far. no reason for you to repeat them.



Edited 2 time(s). Last edit at 05/17/2023 10:06PM by Kard150.

Thank you Kenny. Appreciate your passing that on.

Getting ready for the driveshaft and then exhaust

Edited 1 time(s). Last edit at 07/01/2023 10:09PM by Kard150.

Kenny, here's something else for you to check while it's exposed. Dan used solid mounts for his steering rack in his TR4A and recently had a problem with a catch in the steering. After replacing the joints in the column and a bunch of testing and swapping we finally traced it down to the tightening procedure for the rack. It seems he had taken a little extra trouble to remove any slack between the mounts and the rack body so it couldn't shift from side to side and the result somehow put the rack in a light bind and caused it to get tight at one spot. When we loosened the mounts up it went away. Then we found a tightening sequence that didn't make it tighten up. I think it was caused by prying the solid mounts against the rack flanges but that's something that should be easier to check now than later. We did the final tightening without any sideways prying and that worked fine. I think the clamps are enough to keep the rack from shifting sideways, which of course the OEM rubber mounts allowed to some degree.

Jim

Thanks Jim, i know there is a little plastic button that as i understand is something to be careful with. I'll have to put the steering together enough to see.

I'm using a quick rack with solid mounts on my TR6. It's very sensitive in regards to it's positioning. I use washers to space it and take it easy on torqueing, otherwise it will bind.
The rack itself us to be set up properly too.
It's a pain.

Hey Ken, I spent most of the time just trying to get it centered and even side to side but you're saying the rack itself needs a certain set up?

Finally made a little more progress, I got my driveshaft adapter made and test fitted. It took a couple tries but I like the results, now if only the stock driveshaft and U joints will hold up. Adapter is .50 thick 7075-T6

Also tried out a 3d printed spacer on the brake Booster, it still needs some work.










Edited 2 time(s). Last edit at 07/01/2023 10:06PM by Kard150.

Muffler mock up






Edited 1 time(s). Last edit at 07/01/2023 10:06PM by Kard150.

Let me just say anyone thinking about doing this type conversion you need to sort out the exhaust FIRST, what a pain!!


I followed Calvin Grannis idea of putting a X pipe inside the T shirt...It doesn't fit very well, very tight and I'm sure its going to get hot.
if you plan on this you need to fit it first and then decide where you're going to run your brake lines.



Edited 1 time(s). Last edit at 06/18/2023 10:07AM by Kard150.

Edited 1 time(s). Last edit at 07/01/2023 10:07PM by Kard150.

That certainly simplifies the exhaust plumbing. Can't say it would do much for extraction so it would seem the performance potential would be limited. Still, how much is enough?

Jim

Its the stock set up with an X pipe. The hot ticket from what I've read is they swap out the LFX heads for the older style LLT heads ported for the larger valves with traditional headers. I can't imagine trying to make headers fit in this tight space.



Edited 1 time(s). Last edit at 06/21/2023 06:51PM by Kard150.

Edited 1 time(s). Last edit at 07/01/2023 10:07PM by Kard150.